Selective fluid drive power transmission mechanism



' Oct. 10, I944. H. J. MURRAY SELECd'IVE FLUID DRIVE YOWEH TRANSMISSION IECHANISM Filed Feb. 18, 1941 2 Sheets-Sheet 1 F l G. I

INVENTQR Oct. 10, 1944. MU I 2,360,258

SELECTIVE FLUID DRIVE POWER TRANSMISSION MECHANISM Filed Feb. 18, 1941 2Sheets-She et 2 5 INVENTOR Patented Get. 10, 1944 STATES FFIE SELECTIVE FLUID DRIVE POWER. TRANS- MISSION MECHANISM 21 Claims.

arranged to derive speed-drive control power from the driving member and thence selectively employ the said derived control power so as to effect and affect speed drive relations of the said mechanism members.

A further object of the present invention is to provide an automatic selective speed-drive transmission with the various parts so arranged as to be automatically controlled in their selective action by fluid controlled elements deriving selective control power from one of the members according to the relative movement of the said driving and driven members.

An additional object of the present invention is to employ selectively controlled fluid drive means so as to selectively control the speed-torque transmission of power from a driving member to a driven member under such conditions that the driving and driven members will acquire proper speed-torque drive relations.

A still additional object of the present invention is to provide a fluid drive means remotely controlled in a selective manner so that the fluid drive relations of the driving and driven members may be manually and/or selectively controlled as a coincidental function of the operation of the vehicle upon which the device is installed and operated.

A still further object of the present invention is to provide a fluid drive couple including a plurality of fluid drive couple elements in parallel The present disclosure is a further development of the invention disclosed in my U. S. applications Nos. 353.441, filed August 21, 1940, and 367,944, filed November 30, 1940. My U. S. Patent No. 2,208,224, issued July 16, 1940, should also be noted.

While the present invention is obviously capable of use in any location wherein it is desired to transmit power at selective fluid drive relations from one power member to another, the present invention is particularly applicable to a selective fluid drive power transmission mechanism for use in connection with automotive vehicle construction, and it is in this connection that embodiments of the present invention will be described in detail.

In the drawings:

Figure 1 is an embodiment of the present invention partly in vertical section taken axially of the main shaft.

Figure 2 is an end view in vertical elevation of the selective fluid drive elements in parallel drive relation taken along the line 2-2 of Figure 1 looking in the direction indicated'by the arrows.

Figure 3 is an end view in vertical elevation of the common fluid drive couple element taken along the line 3-3 of Fig. 1, looking in the direction indicated by the arrows.

Figure 4 is a plan view in vertical elevation of the fluid drive control portions taken along the line l-4 of Figure 1 looking in the direction indicated by the arrows.

Figure 5 is a plan view in vertical elevation of another fluid drive control portion taken along the line 5-5 of Fig. 1 looking in the direction indicated by the arrows.

Figure 6 is a view in vertical section taken axially above the main shaft of a portion of a' modification of the selective fluid drive control portions of Figures 1, 4 and 5.

Figure 7 is a view in vertical section taken axially of portions above the main shaft of still another modification of the fluid drive control portions of Figures 1, 4 and 5.

Figure 8 is a view in vertical section taken axially above the main shaft of an additional modification of the present disclosure showing a combination of means for remotely and/or selectively controlling the fluid drive relations of the driving and driven members of Figure 1.

Figure 9 is a view in vertical plan elevation of a portion of the fluid drive control elements of the modification of Fig. 8 taken above the axis of the main shaft along the line 9-9 showing relative positions of the said elements for causing approximate conventional low speed drive relations between the driving and driven members of Figure 1.

Figure 10 is a view in vertical plan elevation of a portion of the fluid drive control elements of the modification of Fig. 8 taken above the axis of the main shaft along the line 99 showing relative positions of the said control elements for causing approinmate conventional intermediate or dir ct drive relations between the driving and driven members of Figure 1.

Figure 11 is a view in vertical plan elevation of a portion of the fluid drive control elements of the modification of Fig. 8 taken along the line 9-9 showing relative operating positions of the said control elements for obtaining approximate conventional overspeed drive relations of the driving and driven members of Figure 1.

Figure 12 is a diagrammatic presentation of a section of one of the connecting spokes of one of the selective fluid drive control elements of Figures 1, 4 and 5.

Figure 13 is a diagrammatic presentation of a section of a modification of the connecting spoke of Figure 12.

Figure 14 is a partial sectional plan view showing the operative relation of the fluid drive member vanes and the selective fluid drive control portions of Figures 1, 4 and as the flow of the driving fluid is interrupted along its path.

Figures 15, 17 and 18 are diagrammatic presentations of three relative operative positions of the selective fluid drive control means of Figures 8, 9, and 11 to selectively efi'ect approximate conventional overspeed, direct and low speed drive relations between the driving and driven power members of Figure 1.

Figures 16, 19 and 20 are diagrammatic presentations of the operative relations of the selective fluid drive control portions of the control means of Figures 8, 9, 10, 11 and 15. I

In the following description and in the claims, parts will be identified by specific names for convenience of expression, but they are intended to be as generic in their application to similar parts as the art will permit.

There is shown by Figure 1 of the drawings a novel selective speed fluid drive means and associated power transmission parts including a pair of power shafts I0 and I I disposed in axial alignment with their adjacent ends including the re duced portions 39 of the shaft II and the portion 31 of the shaft I 0 interfitted to provide proper bearing surfaces.

The power shafts I I! and II are mounted for independent rotary movement respectfully in suitable bearings 20 and 2|.

While either of these power shafts III and I I may be considered as the normal driving member of the said mechanism, it will be understood for the purpose of this description that the shaft II) is the normal driving member, and is operatively connected to be driven from a source of power (not shown) such as an internal combustion engine.

Accordingly shaft I I is regarded as the normal driven member, and is connected to whatever mechanism (not shown) it is desired to drive.

The shaft I I is preferably made of a good quality of steel and formed with the radially extending toothed portion 53 and the end portions 32 and 39. The portion 32 is formed to receive and support the rotatably mounted tubular member 33 formed with the toothed portion 52. A second rotatably mounted tubular member 34 is supported for rotation on the member 33 and is formed with the toothed portion 5|. A third tubular shaped member is mounted for rotation on the member 34 and is formed with a toothed portion 50.

A- fluid drive member I 'IC including the curved portion 2I-A and the fluid vanes 3 IA is rigidly mounted on the member 35 for rotation therewith. A second selective fluid drive member II-B including the curved portion 2IB, opening I5 and the fluid drive vanes 3IB is rigidly mounted on the member 34 for rotation therewith. A third selective fluid drive member II-A including the curved portion 2'IC, opening I4 and the fluid drive vanes 3I-C is rigidly mounted on the member 33 .for rotation therewith.

A common fluid drive impeller member I5 including the curved portion 26 and the fluid drive vanes 30 is rigidly connected to the normally driving member I 0 by means of the rivets I6 for rotation therewith.

The selective fluid drive control members I3 and I4 of Fig. 1 are loosely mounted for rotation on the bearing surface at the left hand end of the normally driven member II and are axially positioned by the member 33 and the portion 31 of the member Ill. These fluid drive control members I3 and I4 of Figure 1 are preferably stamped or cast out of such material as cooper,

brass or bronze. Member I3 is shown in plan elevation by Figure 4 as one piece of material. The plan view of member I4 is shown by Figure 5 as one piece of material.

All of the fluid drive elements I5, I 'I-A, I'IB and II-C, fluid drive control members I3 and I4 and the tubular members 33 34 and 35 are shown 'as mounted on the driving and driven members I0 and II for rotation about a common axis therewith. The bearings 20 and 2I in turn supporting the members III and I I are supported and positioned by the casings I 9A and 29. The bearings are axially positioned by the end members 24 and 25 secured to the casings by means of the bolts 22. The casings are secured together by means of the bolts 45 in alignment by means of the portions 36 so as to provide a recessed space I3 for the free movement of the portions 68 and 69 of the fluid drive control members I3 and I4.

The parts of Figure 1 are so formed when assembled as to provide the space 59 between the curved portions 26, 21-A, 2'I-B, 2I-C and the casings I9--A and 29. I

The casing I9--A is formed with an enlarged pol-tion 43 to strengthen the said casing at the bearing support portion and also with a bell shaped portion I9 arranged for attaching the mechanism to a vehicle or other supporting means. The casing portion 29 is formed with an axially extending portion 44 formed with the openings 42 to permit the installation and housing of the countershaft gear cluster I2 formed with the groups of teeth 46, 41, 48 and 49 constantly in mesh drive relation with the mating teeth groups 50, 5I, 52 and 53. The axial extension 44 is also formed with an end portion M to receive and position the intermediate shaft 54 held in position by the cotter-pin I8. A cover 23 is held in position after the gasket 86 and the gear cluster I2 is in position by means of the screws II.

For the purpose of this description, let it be assumed that all the fluid drive vanes 30, 3I-A, 3 IB and 3 I-C lie in planes passing through the common axis of the members I0 and II.

By means of Figures 1, 4 and 5 the fluid drive control disc shaped members I3 and I4 are shown loosely mounted for relative rotation in parallel planes about the common axis of the members I and II.

The fluid drive control member I3 is formed with the fluid barrier portions I6'I9, spokes 9|, 92 and 28, webs l0 and 63 and the neutral fluid barrier portion I3. Thus the connecting spokes, webs, and barriers form the driving fluid openings GI, 64 and 66 as shown by Figure 4. The member I3 will be hereinafter referred to as the overspeed fluid drive control member.

The drive control disc shaped member I4 of Figure 5 is formed with the fluid barriers 0083, connecting spokes 60, 89 and 90, webs 04 and 85 and the,neutral fluid barrier portion I4. The fluid openings 62, 65 and 67 are formed as shown by Figure 5. The members I3 and I4 of Figure 1 are loosely mounted with the limited axial tolerance 40.

The means of Figure 6 constitute a modification of the fluid drive control members of Figures 1, 4 and 5 in which the fluid drive control members 93 and 94 are loosely mounted for relative movement in the same plane about the common axis of the members I0 and II. dlive control member 93 rotates outside of the drive control member 94 on the bearing surface provided by the recess I3 formed in the' casings I9-A and 29 of Fig. 1. The fluid drive control member 94 is loosely mounted on the bearing surface provided by the end portion 32 of the member I I and is axially positioned by the member 33 and the poltion 31. The members 93 and 94 are spaced from the vanes 30, 3IA, 3IB and 3IC by the openings M and 81. I

By the means of Figure 7 there is shown a modiflcation of the two fluid drive portions I3 and I4 of Figure 1. In Figure 7 these members I3 and I4 are varied to include driving splines I3-B and Ill-13. The member I3 is provided with splined fingers Iii-B to operatively fit the dliving splines 32-A formed in the portion 32 of the member II. The fluid drive control member I4 is provided with splined fingers I0--B formed to fit the splines 33-A formed in the member 33. I

In this event the member I3 will be posiively drive related to the member II to rotate therewith. In the same manner the fluid drive control member I4 will rotate with the member 33.

By means of Figure 8 there is shown still another modification of the fluid drive control means I3 and I4 of Figure 1. In Figure 8 means are shown for holding the control member I4--C stationary with the casing 29 and thence rotatively shifting the operatively associated fluid drive control members I3-F and I3C relative to each other and the member I4C by manually actuated means working against the resilient means I03. The member I4C is held stationary with the casing 29 by means of the pins I06. The member I3C is provided with internal teeth II2 to receive the pinion I00 formed with the teeth I0 I. The member I3F is formed with the teeth II I also mating with the teeth of the pinion I00. The pinion I00 is preferably formed from the shaft 99 connected to the lever 98 provided with the handle 9'! operatively connected to the spring I03 held by the support I02. The shaft 99 is positioned in a bearing support formed in the casing I 9-A so as to properly position he pinion relative to the teeth III and H2 of the members I3-F and I3C.

The handle 91 on the other end of the shaft 99 in one embodiment of the present disclosure is operatively connected to a conventional part of the vehicle such as the fuel throttle 91-T by means of the connection 91-U. In this event, the handle will be operated coincidentally in the normal operation of the vehicle upon which the device is installed and operated, or the handle may be manually operated from the vehicle dash as hereinafter described.

The disc shaped control member I l-C is formed with the openings 6'I-A, 65--A and 62A (see Figure 8). The disc shaped fluid drive control member I3C .is formed with the openings 64--A,-64-B and 64C, and the control member I 3-F is formed with the openings 64-H, 64--I, 64-J and I04. All three fluid drive control members I3F, I3C and I4--C move about the common axis of the members I0 and II on bearing surfaces formed in a recess in turn formed in the casings I9-C and 290 constituting modi-v fled casings of the portions I9-A and 29 of Figure 1. I

Figures 15, 17 and 18 show the relative operative movements of the web or spoke portions of the members I3-F, I3--C and I4C of Figure 8 to obtain approximate overspeed, direct or underspeed drive relations between the members I0 and II of Figure 1. When the member I0 is the driving member, the position of the webs is shown by the combination Figure for overspeed drive relations, by Figure 17 for direct drive relations, and by Figure 18 for underspeed drive relations.

In the same manner, Figures 16, 19 and 20 show digrammatically the fluid drive control portions I05, I01, I08 and I09 of the fluid drive control members I3F, I3C and I4C. The opening I04 of Figures 9, 10, 11 and 16 is preferably formed with inclined faces I05 and I08 as hereinafter described.

In operation, let it be assumed that the source of vehicle motive power (not shown) is connected to the normally driving member II] of Figure 1 by means of the conventional foot clutch as commonly found on self-propelled vehicles, although it is possible according to the present disclosure to operate a vehicle equipped with the present device without a foot clutch.

Let it be further assumed, for the purpose of this description that the said source of power when connected to the member I0 will normally rotate the same clockwise when viewed from the left hand end of Figure 1. The device to be driven such as an automotive vehicle, is assumed to be connected to the normally driven shaft II through a conventional reversing unit (not shown) and that the shaft II is normally driven in the same direction as the shaft I0.

The transmission casing formed by the casings I9A and 29 and associated parts is assumed to be well filled with a suitable drive fluid (not shown), and that this fluid is prevented from leaking out of the said enclosure so formed by the fluid retaining material IZI positioned in the recesses I22 formed in the end members 20 and 25 of Figure 1.

Thus, the fluid conducting paths formed by the fluid drive vanes 30, 3IA, 3I-B and 3IC and the curved portions 26, 2'IA, 2'IB and 210 will be well filled with the said driving fluid. The spaces surrounding the gearing of 1liigire 1 will also be surrounded with the said It obvious that all kinds of drive relations exist between the driving and driven members oi a conventional self-propelled vehicle and also in conventional power transmitting mechanisms, but for the purpose of this disclosure, let it be assumed that the normal driving member in is rotating clockwise at constant speed.

For the normally driven member H to be rotating clockwise at the same speed as the member I 0, it is obvious that there will be little or no torque impressed on the said driven member ii.

Let it also be assumed that the gear sets (53-49) and (SI-41) are of the same speed drive, and thus the members II and 34 will rotate at the same speed, the member 33 will rotate faster than the member H, and the member 35 will rotate slower than the member H. For the members it and II to be rotating at the same speed with the member it driving, it is obvious that the fluid drive member li-A will rotate faster than the members it and H, the member i'l-B will rotate at the same speed as the members it and l l, and the fluid drive member l'i-C will rotate slower than the members it and II. This condition will not be encountered in actual practice, and is assumed only for the purpose of this description. Now let it be assumed that a torque load is impressed on the member II to the extent that the speed of the member H is decreased below the speed of member ill.

In this event, a force resolving reaction will occur in the torque forces of the mechanism to cause the fluid drive vanes 3l-A of member ll-C and associated fluid drive element parts to decrease their clockwise speed relative to the constant speed of the driving element vanes 30. The liquid pressure gradient in the fluid paths formed by the fluid conducting parts of the fluid drive member l5 will increase to become greater than the gradient produced in the member |l-C and thus a fluid pressure will exist to act to cause a fluid flow from the vanes 38 to the vanes 3l-A through the openings 66 of the drive control portion I3, the openings ti and the openings l5, 14, 60 and 28 of Figure 1.

-' In one embodiment, the inner sides of the spokes t l of the portion it are formed at an angle with the plane of the paper upon which the Figure 4 is drawn as shown by face 9i-A "of Figure 12 and the spokes {39 of the portion it are streamlined or formed with sides at right angles to the said paper plane.

The flow of the fluid from the vanes S ll of the member l5 to the vanes 3l--A of the member l'lC will react against the angular faces ill-A to cause the fluid drive control portion 53 to rotate about the common axis of the members iii and ii according to the inclination of the said faces as shown by Figure 12 wherein the said faces are shown parallel to each other. The fluid reactions against the connecting spoke iii of Fig". 4 will not be the same as the reaction against the spoke 89.

With proper gear tooth arrangement of the cluster ii the gear sets (56-46) (5ii'l) (52-53) and (tit-49) may be so arranged that a small load torque impressed on the member 4 i will cause the fluid drive couple (l5) (llC) and associated parts to fluid drive the member ll faster clockwise than the member it). This drive relation is commonly designated as overspeed drive in the automotiev fleld. With this gear set arrangement, the fluid couple (l5) (ll-B) will be driven faster clockwise than the member l0, and the fluid drive couple (l5) (ll-A) will be driven still faster than the couple (l5) (ll-B). This is the gear and fluid drive arrangement that will be considered for this description, altho it is obvious that many other gear and fluid drive arrangements could have been applied to the present disclosure without departing from the spirit of the invention.

For a relatively light overspeed torque impressed on the member H for this gear and fluid drive arrangement the driving fluid medium will flow clockwise (from vane '30 to vane 3'|--A) in the fluid drive couple (55) (l 1-0). For this same gear and fluid drive arrangement, it is obvious that the vanes 3|-B will rotate clockwise faster than the vanes 30 and the fluid will flow counterclockwise from vanes 3l-B to vanes 30. In the same manner the fluid drive medium will flow counterclockwise from the vanes 3i--C to the vanes 30.

This is true, because the centrifugal force of the fluid drive medium in the fluid paths of the faster moving members l'i-A and ll-B will be greater than in the similar radius paths of the member I5.

to rotate the member l3 in the opposite direction. For overspeed drive relations, the fluid in the paths of the fluid drive member l'l-C moves clockwise as the fluid in the paths of the members ll-A and ll-B moves counterclockwise. It is obvious that the fluid of path ll-C will tend to oppose the rotational effort of the fluid of the paths ill-J3 and l7A. The actual speed of the drive control member l3 will be in accordance with the resultant force, and will be very small because the resultant for overspeed drive relations will be very small in relation to the control force required as hereinafter described.

Now let it be assumed that the torque load impressed on the member H is increased. The clockwise speed of the member H and also the fluid drive couple member llC will decrease relative to the constant speed of the member ii], and the fluid pressure and thus the flow speed of the fluid driving medium from the vanes 30 to the vanes 3i-C will correspondingly increase. At the same time the clockwise speed of the fluid drive couples (l5) (ll-B) and (I5) (l'lA)'will decrease. The speeds of the members (l5) (ill-4i) and (i5) (ll-B) will approach the speed of the member I!) and the drive pres-' sures of the fluid in the paths of these members will decrease to the pressure in the vanes .36 at their radial distance.- The action of the fluid in the paths of the members ll-A and ll-B against the faces of the member l3 will then decrease as the action of the fluid in the pat s of the member ll-C increases.

The rotating pressure of the couple (l5) (ll-C) against the drive control faces of the member 53 will therefore increase as a function of the increase of load torque impressed on the member H as the opposition of the fluid in the paths il-A and ll-B decreases. The fluid blocking portions of the member I3 will be rotated across the fluid paths of the members l5 torque impressed on the member I I.

and I1--C as a function of the torque load impressed on the member II.

Figure 14 indicates the manner in which the fluid blocking action of the portions 16-19 of the control member I3 is obtained. The portions 1619 are moved between the ends of the vanes 30 and 3I--A to block the flow of fluid passing from one vane to the other. The flow of the fluid driving medium in each individual path formed by the vanes and segments of the said curved members of the fluid drive members I1A, I1B and I1C will be sequentially and progressively blocked or interrupted by each of the barrier areas 16-19 of member I3 passing the openings 58 (see Figure 2) during a complete revolution of the member :3. The frequency of flow interruption will thus depend on the number of barriers, speed of member I3 and the speeds of the members I5 and I'I-C.

It follows that the rate or frequency of the fluid flow interruption of the barrier portions 16-19 is also a function of the load torque impressed on the member I I.

Now let the impressed torque on the member ll be further increased to the extent that the clockwise speed of the fluid drive member I1-B equals and thence falls below the clockwise speed of the driving member III. The direction of fluid flow in the paths of the member I 1-B will be reversed to act with the fluid in the paths of the member I1-C to rotate the member I 3.

The directional flow of the driving fluid medium in the couple (I5) (I1-B) is thus reversed and will now flow clockwise through the openings 14, 28 and B0. The fluid in the paths of the members I1-C and I1--B now acts together against the faces of the member I3 and its rotational speed will now increase faster than the increase of The rate of increase of rotation of the member thus automatically varies as a function of the difference in speed of the members Ill and II.

All mass is subject to accepted laws of acceleration, and thus the mass of the driving fluid of the fluid drive couple (I5) (I1C) is also subject to these laws. A time element is involved in the frequency of interruption of the motion (flow) of the said medium by the said barriers, and this time element is also a function of the difference in speed of the members I0 and II because the speed of the drive control member I3 is caused by the motion and/or pressure of the fluid medium.

The fluid in order to move has to accelerate from rest every time it is stopped by one of the barriers 1619 and the extent of its movement or speed depends on the time it has to accelerate before it is stopped again by one of the said barriers. This action is in accordance with well known and accepted laws of acceleration of mass. When the frequency of fluid interruption is low there will be comparatively little interference to 1 its flow by the barriers, but as the frequency in- (I1B) will increase as a function of the increase of the impressed torque.

The other connecting spokes 28 and 28-D (see Figure 4) may be formed with opposing faces 90--A and 90-B of Figure 13 if required for the conditions under which the device will be installed and operated. For the purpose of this description, it will be assumed that the. spokes 28 and 28-D are streamlined in section, and that the spokes 9i and 92. are provided with faces operatively in opposite relation as hereinbefore described.

Now let it be assumed that the flow of the fluid in the paths of the overspeed fluid drive member I1-C is materially reduced, and that the flow of the fluid in the paths of the member I1--B is correspondingly increased.

The driving load will be automatically shifted from the fluid drive couple (I5) (IL-C) to the couple (I5) (IL-B) and from the gear sets (5046) to the gear sets (iii-41). This chang will be gradual and micromatic as the torque load is increased. Eventually the speed-torque drive relations of themembers I0 and II will be automatically changed from overspeed torque drive relations to approximately conventional direct drive relations. During the change the speed of the fluid drive member I1-A has been reduced clockwise to first equal and then pass the constant speed of the member ID and the member I4 is being rotated to move the barrier portions (-83). The fluid blocking action of the barrier portions of the member I4 will be very slight up to this time because the fluid driving medium in the paths of the members I1--A and I1--B have been moving in relatively opposite directions and thus the fluid actions against the control faces of the control member it have been in opposition.

However, as the member I1-C is now rotating at a less clockwise speed than the member ID, the direction of the fluid flow in the pathsof the member I1-A is now reversed and the fluid in the paths of both members l1-A and I1-B are now co-operating to rotate the member I 3.

Assume that the said torque load on the member I I continues to increase. The clockwise speed of the fluid vanes 3 I-A of the member I1-C will continue to decrease and the difference in speed of the vanes 30 and 3I--A of the fluid drive couple (I5) (IT-C) will continue to increase to greatly increase the speed of the member I3, still further increased by the increase in clockwise movement of the fluid moving in the paths of the member I1--B. The frequency of interruption of the fluid in the paths of the member I1--C will be so high that the "fluid mass will not be able to accelerate to any great extent and the driving action of the couple (I5) (I 1-C) will be very small compared to the driving action of the couple (I5) (I 1- B). It should be noted that the blocking areas 16--19 of the member I3 have no effect on the "fluid flow of the couple (I5) (IL-B) except to increase the fluid pressure between the fluid vanes 30 and 3I-B by blocking the fluid flow between the vanes 30 and 3IA.

As the load torque has been increasing on the member II there has been little drive action of the fluid drive couple I5) (I1--A) because the speeds of the vanes 30 and 3I--C have been about the same. At first, the speed of the vanes 3IA was greater clockwise and then slower.

The fluid drive control member I4 is operatively associated with the fluid drive couple (I5) (IL-B) and is rotated according to the direction and pressure of the fluids of the members I'IA and II-B as hereinbefore described. With the fluid driving medium of both members I'IB and I'IA flowing clockwise, the speed of the member I4 will be increased. The blocking action of the barrier portions (8083) of the member I4 now begins to eiiect th flow of the fluid medium in the paths of the member I'IB. The clock-wise speed of the member llA has also decreased. Thus, the fluid flow in the paths of the member I1-B will begin to decrease as the fluid flow in the paths of the member I'IA increases.

The driving action of the couple (I5) (I'IB) continues to decrease as the driving action of the couple .(I5) (I'IA) continues to increase with increase of impressed torque on the member II. Eventually the driving action will be transferred from the gear set (4l-5I) to the gear set (4852). and the drive relations between the members I and I I will be changed from approximate conventional direct drive relations to underspeed drive relations.

The fluid drive member I cannot drive any of the selectively associated fluid drive members II-A, I1B and I'IC at a greater torque than is imparted to the said member I5 by the source of vehicle power, but the gearing including the gear sets of Fig. 1 when actuated by power from the fluid driv element I5 as hereinibefore described will convert torque in the well known and accepted manner of conventional mechanical torque changing devices. The torque selectively impressed on the member I I by the gearing may be varied by the design of the said gearing to meet the peculiar requirements of the manner and the purpose for which the mechanism is installed and operated to overcome the load resistance of the member II.

These changes in driving relation between the members I0 and II as just described have been sequential, progressive and micromatic and a function of the torque load impressed on the member II. The said drive relation changes have been effected without jar or shock, and without valves, springs or cams. All of the relatively moving parts are constantly immersed 'in the fluid drive medium as a lubricant.

If the load torque impressed on the member II is now gradually decreased, the actions just described will be reversed. The clockwise speed of the member II will increase relative to the constant speed of the member ID. The clockwise speed of the fluid drive member IIA will increase to approach and then pass the clockwise speed of the member I0, and the flow of the fluid in the paths of the member I'IA will reverse. Eventually the clockwise speed of the member I'IB will pass the speed of the memberlu and the directional flow of the fluid in the paths of the member II-B will reverse to decrease the rotational speed of the control member I4.

The clockwise speed of the member I'IC will also increase to approach the speed of the member I0 and thus the speeds of both the members I3 and I4 will be decreased.

The driving action of the couple (I5) (I1- A) has decreased as its clockwise speed approached the closewise speed of the member ID to shift the driving action from the gear set (52-48) to the gear set (5I4'I), and at this time the members I0 and II are again in approximate conventional direct drive relation. As the impressed load torque on the member II continued to decrease the clockwise speed of the fluid driving member Il-B increased, the clockwise speed of the fluid driving member I'IB increased to approach and thence pass the speed of the member .II). The directional flow of the fluid in the paths of the member I'IB will reverse and the rotational speed of the control member I4 will decrease so that its resultant speed will in turn be a resultant of the actions of the now opposing fluid portions of the members I 'IB and II-A. Eventually the fluid drive action of the member I'IB will be shifted from the gear set (5I-4'I) to the gear set (5046) and the members I0 and II will now be in approximate conventional overspeed drive relation. During this time the speed of the member I3 has decreased to the extent that the barrier action of the portions (I6-I9) is of little effect.

Now let it be assumed that the member II becomes the driving member and that the member II is rotating clockwise when viewed from the left hand end of Figure 1. Let it be further assumed that the load torque on the member In is at a minimum. With the particular sets of speed drive gearing arrangement shown by Figure 1 for the purpose of this description it is obvious that the vanes 3I--c will be rotated clockwise faster than the driving member II and the vanes 3I-B. The vanes 3I-B will be rotating clockwise faster than the vanes 3IA. In actual practice, the relative speeds of the vanes 3IA, 3I-B and 3I-C will depend on the tooth ratios of the gear sets of Figure 1.

In any event the speed relations of the said three impeller fluid drive vanes 3 I-A, 3IB and 3IC will be determined by the speed relation of the said gear sets. According to this particular embo'diment,. it is contemplated that all three of the impeller portions of the fluid drive paths will cooperate to conduct fluid to drive the impeller portions 30 and thus member ID at about the constant speed of the now driving member I I. One set of vanes as 3I-A may be slower than the member I I and another set as 3I-C faster than the member II, but the average speed of the said three sets of vanes will be about the same as the speed of the member II. Especially will this be true with the minimum load torque impressed on the now driven member I0.

As the load torque on the now driving member ID is increased, the clockwise speed of the member II will normally decrease, but if the constant speed of the member II is maintained the 'speed relations of the said three sets of vanes 3I-A, 3I-B and 3I-C will not vary. The speed difference of the vanes of the fluid drive couple (I5) (I'I--C) will increase to rotate the fluid drive control member I3.

It should be noted at this time that the fluid paths of the members I'IA, I1C and I'IB are of different radial length and that this status may cause the member with the longer radial path to transmit more power at slower speed than a member with shorter radial length at higher speed.

As the torque load on the now driven member I0 is further increased, the speed of the member I0 will normally still further decrease. With the member II still rotating at the said constant speed, the speed difference of the vanes 30 and 3I--A will increase to increase the fluid pressure and motion and thus the speed of the member I3 to the extent that the barrier portions I6-19 will begin to affect the flow of fluid from the paths of the fluid drive member I'IC to the member I5 because the path portions of the fluid flowing between the vanes 3 I-A will be stopped by the barrier portions 'I6-I9 at a greater frequency so that the time interval for acceleration between stoppages will be decreased and thus the driving effect of the fluid flow from the impeller I'I-C to runner vane paths (see 30) will decrease. At the same time, the vanes'3l) and 3IB have acquired a difference of speed to also produce a fluid pressure with the fluid motion also increasing the speed of the member I3. Thus with an increase in impressed torque on the now driven member I there will be a change in the relative speeds of all the vanes of Figure 1. The greatest change will take .place between the vanes 30 and 3I--A, the next greatest change will take place between the vanes 30 and 3I--B and the smallest change will take place between the vanes 30 and 3I-C. Because of this action, the greatest blocking action will take place in the fluid of the couple (I) (IT-C), and the driving load will be shifted to the fluid drive couple (I5) (IL-B) and from the gear set (46--5D) to the gear set (4'I-5I) to change the driving relations of the members I0 and II to a slight overspeed drive relation. The co-operative drive action of the three impeller fluid drive members I 'I--A, I1--B and I'I-C as h'ereinbefore described for this particular embodiment will cause approximate conventional directdrive relations for a comparatively wide torque range of increase. The shifting of the load from the gear set (50-46) to the gear set (SI-46) will normally cause the member II] to tend to approach the speed of the member I I and as the load is finally shifted from the gear set (5I-41) to the gear set (50-46) the member I0 may be driven at a slight overspeed relative to the speed of the driving member III.

The actual amount of overspeed increase will depend on the gearing of Figure 1. In actual operation of the device as installed on a vehicle, this condition of the member II acting as the driving member of the mechanism will normally take place as the vehicle is moving down grade. With increase in speed of the vehicle, the'speed of the member II would increase and not remain constant as was originally assumed for the purpose of this description.

With increase in speed of the member I I, there would be an increase in speed difference between the vanes of Figure 1, and a variation in the division of power transmitted to the member II). The division of power between the three fluid drive members I'I- A, I'I-B and I'I--C will of course depend on the peculiar requirements encountered on the device upon which the mechanism will be installed and operated. The areas of the fluid drive paths may be varied, the length of the paths may be varied and the gear sets may be varied. According to the present disclosure it is contemplated that the fluid drive couple (I5) (I'IA) will be employed so as to assume the greater fluid drive action as the load impressed on the member ID is increased as the speed of the member I I is increased. It is possible to cause the member I0 to be driven overspeed at a greater clockwise speed than the now driving member I I as the speed of the member I I increases. In fact, the overspeed increase of the member IIJ may be at a greater rate than the increase in speed of the member II, so that approximately conventional overspeed may be automatically eflected between the members III and I I as the said vehicle accelerates beyond a predetermined speed.

The fluid drive action of the means of Figures 1, 2, 3, 4 and 5 may thus be employed so as to automatically tend to limit the acceleration of the said vehicle when the member II is the driving member.

The fluid drive control members I3 and I4 of Figures 1, 4 and 5 are shown spaced apart in parallel planes at a distance indicated by the numeral 95, and with the spokes 28D and GO-D in the path of the fluid flowing from the paths of all thre fluid drive members 21-A, 2l--C and 2l -B.

According to the fluid drive control member arrangement of Figure 6 there will only be one set of spokes Bil-D in the path of the portions of this fluid. The drive control members 93 and 94 are not in contact at any point and the control member 93 has no operating relation to the fluid drive members I'I-A and II--B. In the same manner the fluid drive control member 94 has no operative relation with the fluid drive member I'I--C.

The fluid control relations of the fluid openings in the control members 93 and 94 and the blocking portions may be seen by superimposing Figure 4 upon Figure 5. Th barrier portions 'I6'I9 and -433 will have similar positions on the members 93 and 94.

The openings Iii-B of member 93 correspond to the openings 65 of member I3, and the openings 62-B and 65B correspond to the openings 62 and 65 of member I4 of Figure 1.

The member 93 rotates on the bearing portion 69-A formed in the recess I3 of the casings I9- A and 29.

The fluid drive control member 94 rotates on the bearing portion B8-A supported on the surfaces of the members 31 and 32. The member 94 has a slight freedom of axial movement as determined by the space between the members 33 and 31.

By means of the fluid drive members 93 and 94 a fluid barrier action will be obtained by reference to only one of the fluid drive members IIB and I1C. The fluid drive control member 93 will only be affected by the action of the fluid flowing in the paths of the member I'I-C. In the same manner the member 94 will have no operating connection with the fluid flowing in the paths of th member I'IC. According to this method of providing the fluid drive control members 93 and 94, there will be no hunting action or overlapping action of the fluids in the various paths. Member 93 will at all times respond to the fluid motion of the member I'IC and in deflnate relation to such motion. The efliciency of the mechanism as a unit compared to the embodiment shown by Figure 1 will be slightly increased because only one set of cammed surfaces will be in the path of any portion of the said fluid drive medium.

By means of Figure 7 there is shown means for positively rotating the fluid drive control members I3 and I4 of Figure l at speeds relative to the speeds of other portions of Figure 1. This is accomplished by providing the member I3 with the splined fingers (see Figure '7) I3-B formed so as to operatively fit the splines 32-A formed on the member 33. Thus, the member I3 will now positively rotate at the speed of the member II, or the speed of any other portion of Figure 1 that it may be splined to. l

Member I4 is provided with fingers I4--B to fit the splines 33-A on the member 33 to rotate therewith. The barrier portions of members I3 and I4 of Figure 7 are shown by Figures 4 and 5.

With this arrangement, the members I3 and M of Fig. 1 are actuated by power from the mem= ber H driven by power transmitted from member in through the fluid. With member ll driving the members I3 and M of Fig. 7 will be rotated directly from the power source.

With the member 50 driving and the member 5 l at rest because of a relatively high load torque, the control members 53 and M will also be at rest because they are splined to the member 62. With the member l rotating at maximum speed, the blocking or interrupting speed of the members l3 and M will be at a maximum because the fluid in the individual paths of the member l will be moved across the interrupting paths (lii l9) and (8U83)'. Thus the fluid drive action will be quickly and automatically shifted to the fluid drive member il -B and thence to member ll-A as hereinbefore described. If the couple (l5) (ll- -A) cannot move the member ll against its load torque, the mechanism will be stalled. If the impressed load can be overcome, the member it will be rotated clockwise and the members it] and ii will be in approximate conventional low speed drive relation as hereinbefore described.

.When the fluid medium flowing in the indi vidual paths of the member 95 is interrupter by the barrier portions of members is and M, the fiuid is blocked by one of the barrier portions (16-19) and (8B33) of Figures 1, l, 7 or 5 and also the portions of members 93 and of Figure 6. After a given fiow-interruption, the fluid in the interrupted path starts to flow again due to the impressed pressure. The time interval before the said fluid is interrupted again, will determine the extent of its acceleration for the said impressed pressure. With the proper amount of fluid in the enclosure formed by the casings l9-A and 29, and with the pumping action of the member l5 creating a poten= tial or pressure in the fluid of its paths, the pressure on the left hand side will be greater than the pressure on the opposite side. If the mechanism of Figure l is pcsitioned so that the common axis of the members is vertical with the member it on top there will be little or no fluid pressure on the said opposite side of the said barriers, especially if the member ii is at rest. If the said common axis is in a horizontal plane, the fluid of the members i'liA, l'l-B and iiC will tend to move to the bottom of the said members, especially if the member ii is at rest, but normally the pressure on the right hand side of the barriers will be less than the pressure on the left hand side. When the fluid in the said individual paths is interrupted at a proper frequency, the interrupted fluid cannot accelerate to impress the same axial force to the right as it is exerting to the left. There will be a resultant axial force to the left tending to move the mechanism of Figure 1 to the left of the sheet upon which it is drawn. If a third set of barriers (not shown) is added to block the flow of fluid in the paths of member ii-A are added the said resultant axial force will be increased. This is true, because the fluid pressure against any individual barrier normally will not exceed the pressure of a fluid path as shown by Figure 14, and there are more fluid paths than barriers. The said resultant axial force to the left will increase with increase of barrier interruption rate or frequency for a given set of conditions for the means of Figure l, and with the member ll driving as hereinbefore described, the said resultant force will be to the right of Figure l.

As the torque load on the member ll continues to decrease its clockwise speed and the speed of the members l3--A, l3B, I3C, l3 and iii will normally increase. As the load continues to decrease the blocking action of the areas (i6-l9) and (-43) will decrease as the I speed of the member continues to increase clockwise. The resultant axial force to the left will also decrease. I

Let it be assumed that the torque load on the member ll is'now increased with the member iii still driving at constant speed. The operating conditions just described will be reversed and as the torque is increased the load will be automatically shifted to the fluid drive couple (l5) (iL-B) and thence to the'couple (J5) (ll-C) and an underspeed drive relation will .be effected between the members l0 and II.

When the normally driving member ID becomes the driven member as the vehicles drive the member H with the modification of Figure '7 the fluid driv control members l3 and Id of Figure '7 will be positively driven at the speeds of the members 32 and 33.

The member M- will be driven clockwise faster than the member l3 which will rotate at the speed of the member H. As the ratios of the gear sets 53-fl9l and (Fri-47) are assumed to be the same for the purpose of this description, it is obvious that the fluid drive control member E3 of Figure 7 will rotate at the speed of the fluid drive member IlA and thus at the speed of the vanes 3i-C.

There will be comparatively little fluid blocking action by the barrier portions of the members l3 and M of Figure '7 when the member ll of Figure 1 is the driving member. All three flrid drive members I1A, 11-3 and liC will combine to drive the member In at approximately the speed of the member! I, and approximate direct drive relations will normally be effected between the members In and l l.

However, as hereinbefore stated, the means of Figures 1 and 7 may be varied to cause the now driven member H] to increase in speed faster than the member H. In this event, unless there is sufficient power available, the member I l (and the vehicle) will be automatically held to a predetermined speed.

By means of Figure 8 there is shown still another modification of the means of Figure 1 for employing the pressure and/or the motion of the fluid driving medium so as to automatically and/or manually effect and aifect the proper speed-torque drive relation between the members it and H of Figure 1. I

A member lfi-C is substituted for the member M of Figures 1, 5 and 7. The member Ill-C is held stationary by means of the pin I08 securely fixed in the casing 29-C. This member ld-C is formed with fluid openings 61-A, 65-A and 82-A as shown by means of Figures 9, 10 and 11. The member l3-C is substituted for the member l3 of Figure l and is provided with fluid openings 6 l- A, 641-43 and 64-0 as shown by Figures 9, 10 and 11.

A third fluid drive control member I L-F is added. The member l3F is formed with the openings (S L-H, oil-I and $iJ. The members lit-F and I3C are rotatably mounted on the bearing surface formed in the recess (as 73 of Figure '7) provided with the bolting of the casings l@-C and 29(} of Figure 8. The drive control member iQ-C is formed with the internal teeth l 92 and the member l3-F is formed with the teeth I II The shaft 99 is rotatably supported in an opening in the casing I9-A and formed on one end with the pinion teeth IIlI at the portion I99 to mate .with the teeth III and H2 of the members I3-F and I3-C. The relative rotational freedom of the members I3-F and I 3-0 is suflicient to bring certain groups of the fluid openings into axial alignment as shown by Figures 9, 19 and 11. In Figure 9 the groups of openings 6'I--A, fill-A and 64-H are in axial alignment to effect normal overspeed drive relations between the members I9 and II. In Fig. 10 the fluid openings 65A, 64--B and 64-I are in line to effect approximate conventional direct drive relations between the members I9 and I I. In Figure 11 the fluid openings 62-A, 64C and 6 IJ are in line to effect approximate. underspeed drive relations between the said members.

When the member I9 is the normal driving member with the modifications of Figure 8 with a light load torque impressed on the member II, the fluid drive members 3I-D, 3I-E and 3IF will be rotating at relative speeds determined by the gearing of Figure 1. The fluid drive control members will be in the positions as shown by Figure 9 with the openings 6'I--A, B4-A and 64-H in line. Fluid will move through the openings of Figure 9 from the vanes 39-A to the vanes 3ID. Fluid will also pass through the opening I94 (see Fig. 10) and against thein clined face I95 (see Fig. 16-1)) formed in the member I 3-F. Normally the pressure gradient created in the fluid medium for overspeed drive relations is not suflicient to rotate the members I3F and I3--C in opposite directions by means of the pinion teeth I9I, III and H2. According to the present disclosure there are three speed bands in the normal operation of the members I9 and II. These bands are designated as overspeed, direct and underspeed. Each cover approximately one-third of the possible speedtorque driving range between the members I9 and II.

The shaft 99 is formed with a lever 98 to which is secured the handle 91. The handle is formed to receive the spring I93 fastened at one end by the support I92. With this arrangement, it is obvious that suflicient fluid pressure must be exerted against the drive control face (or faces) I95 to move the member I3-F' clockwise and the member I3-C counterclockwise, the shaft 99, crank 98 and handle 9'! counterclockwise against the resistance of the spring I93 to move the openings 6'I--A, 64--A and lid-H out of line as shown by Figure 9. The fluid movement and/or pressure against the face I95 is a function of the load torque on the member II as hereinbefore, described. This pressure and motion is also a function of the difierence in speed of the members I9 and II. Let it be assumed that any pressure and/or fluid motion not sufficient to move the openings out of the line relation of Fig. 9 is in the overspeed band. The opening I94 and face I95 will take the position (a) of Figure 16 for the overspeed band. The openings of the members I3--F, I3'C and I4--C will take the positions (a) (b) and (c) of Figure for the overspeed band.

The shaft portion 99 and the pinion portion I99 may be connected by conventional back gearing (not shown) to cause any required relative motion between the spring member I93 and the pinion teeth IN.

As the impressed torque on the member II is increased to the said direct torque band, the speed of the member II will normally decrease relative to the assumed constant speed of the driving member I9. The clockwise speeds of the members including the fluid vanes 3I-D, 3I--E and 3I-F will also decrease. This will increase the fluid pressure on the fluid drive control face I05 to move the member I3-F clockwise and the member I3-C counterclockwise against the resistance of the spring I93 to the positions shown by Figure 10. This action will move the openings ISL-A, 64--A and 64-4-1 out of line (see Fig. 9) and the openings B5-A, 64--B and 99-! into line as shown by Fig. 10. The fluid flow will be stopped between the vanes 39-A and 3I-D and permit fluid to flow from vanes 39-A to vanes 3I-E. Thus the drive action of the fluid will be transferred from the gear set (46-59) to the gear set (41-50 and approximate direct drive relations will be effected between the members I9 and II. The opening I94 and the face I95 will now be at the position (b) of Figure 15. Any number of openings I99 with angular faces I95 and I98 may be formed in the member I3-F and/or I3-C to secure sufficient torque from the fluid medium to rotate the members I3--F and I3--C to a desired angular relation as a function of the" load torque impressed on the member II. The spring I93 will therefore be microenergized to balance the shaft and associated parts against the fluid torque. When this balance is near the line between the speed-torque bands the said micromatic control action may cause a hunting action in the mechanism as the impressed torque swings back and forth across the band line. This action may be desired in some embodiments of the mechanism. When micromatic control action is not desired, the shaft 99 is formed with the detents H5 to receive the detent ball H6 positioned in the casing H'I against the pressure of the spring H9 adjusted by the nut H9. In this event, the fluid torque on the face I95 will have to move the ball H6 out of a detent H5 to move the shaft from one detent position to another.

With this arrangement there will be a definite step from one drive band to another.

As the openings were shifted from the position of Figure 9 to the position of Figure 10, the connecting spokes of the members I5-F, I3-C and I l-C moved to the relation shown by position (b) (a) (c) of Figure 15 to form an approximately closed wall to the passage of the fluid medium (see Figure 10). The relation of these closed walls is shown by the numerals H9, H3 and H4 of Figures 9, 10 and 11.

As the impressed torque on the member H is still further increased; the clockwise speeds of the vanes 3ID, 3I-E and 3I-F will be still further decreased and the fluid pressure and/or motion against the face E95 will be increased to move the members I3--F and I3-C to the positions shown by Figure 11.. The openings 65-A, 64-3 and 69-I will be moved out of line, and the openings 62--A lid-C and 994 will be moved into line. The spring I93 will be further energized to the 'underspeed drive band position as the shaft 99 is rotated to move the detent ball H6 out of one detent position into the underspeed detent position. The flow of fluid from the vanes 39-A and 3I-E will be stopped and fluid will now flow from the vanes 39-A to the vanes 3I--F. The fluid drive action will be transferred from the gear set (I--41) to the underspeed gear set (52-48) and the member I0 will drive the member II at approximately underspeed drive relation. The drive control face I05 will be moved to the position shown at (c) of Figure 16.

As the impressed load torque on the member II now decreases its clockwise speed will normally increase. The clockwise speed of the fluid drive vanes 3ID, 3I--E and 3IF and associated portions will also increase clockwise. The fluid pressure and/or motion impressed on the fluid drive control face I05 will decrease and the spring I03 will act through the handle 91,

lever 98, shaft 99 and pinion I 00 to move the members I3--F and I3C to" a spring-fluid'balanced position as a function of the new torque load on the member I I. If the decrease is sufflcient, the fluid pressure decrease on the drive control face I05 will be sufficient to permit the spring I03 to move the detent ball II6 out of the detent II 5 in the next band detent. The openings 62--A, 64C and 6-IJ of Figure 11 will be moved out of line and the openings 65-A, 64-13 and 64-I will be moved into line as shown by Figure 10. The driving action will be transferred from the gear set (53-49) to the gear set (52-48) and the member I0 will drive the member II at approximately direct drive speed relations.

Still further decrease in load torque on the member II will cause the spring I03 to move the members I 3-F and I3-C to the position shown by Figure 9 with the resulting actions on the detent ball and openings as hereinbefore described. The members will then be in the overspeed band relation because the fluid drive medium will again be flowing from the vanes -A to the vanes 3I-D.

When the member II becomes the driving member with the modification shown by Figure 8 the flow of fluid against the faces will reverse and the face I08 (see Figure 16) will receive the fluid pressure and/or movement to move the members I3F and I3-C so as to rotate the shaft 99 clockwise as viewed from the left hand end of Figure 8. The extent of the fluid action against the drive control face I08 will depend on the area and angle of the face I08 and the type of fluid employed for a given set of means of Figure 1. For the purpose of this description the faces I05 and I08 are not parallel. Then the same fluid pressure on the face I 05 would not have the same effect on the face I08. It should be noted at this point that the fluid drive control members I3-F, I3c and I4C of Figure 8 may be varied in form relative to each other and to the portions of Figure 1 in order to meet the peculiar requirements under which the device will be installed and operated.

For example, if the planes of the faces I05 and I08 of Figure 16 are rotated about an axis 90 degrees then the same fluid pressure will move the members I3F and I3-C in the opposite direction from that taken before the rotation The faces may be so arranged on the member I3-F (and also I3C) so that an increase in the impressed torque load on the member I0 may cause the drive control members I3-F and I3- -C to tend to move up. That is, the mechanism of members I and 8 may move from direct drive relations between the members I0 and II to overspeed drive relations with increase of torque load. Unless the source of power could maintain the assumed constant speed, it is obselected detent.

vious that the mechanism would be stalled, but such operation is possible in most conventional devices, and according to the present disclosure.

Normally the spring I 03 is inactive for overspeed range driving as shown by Figure 8. This spring I03 will be equally energized by equal movements of the members I3-F and I 3-C in either direction.

When the member II is driving the member I0 against engine compression, it will be possible to so relate the portions of Figure 8 as to cause increasing overspeed drive relations between the members I0 and II as the speed of the member II is increased.

According to the present disclosure, it is contemplated that the handle 91 will be actuated manually as a co-incidental function of the normal operation of the said vehicle, or the handle 91 may supersede the automatic action of the fluid drive medium as hereinbefore described. The handle may also be actuated independently of the operation of the vehicle or the fluid.

When the handle 91 is mechanically operated as hereinbefore described or manually operated from the position shown by Figure 8 in either rotational direction, the shaft 99 will be correspondingly rotated to rotate the pinion I00 and thereby the fluid drive control members I3F and I3-C. The handle will be moved against the combined resistance of the springs I03 and H9.

Normally the openings 61-A, 64-A and 64-H are in line axially as shown by Figure 9. When the crank 98 is turned (say) counter-clockwise as viewed from the left hand end of Figure 8, the pinion I00 will be rotated counterclockwise to move the members I3-F and I 3-C so that the openings 61A, 64-A and 64-H out of line as shown by Figure 9 and the openings 65A, 64B and 04-J into line as shown by Figure 10. The fluid flow will be shifted as hereinbefore described for the automatic operation. As the handle is rotated any speed drive relation between the members I0 and II may be manually selected whether either of the said members is the driving member.

The handle 91 may be moved to a selected speed position and set by the stop I23 so that the fluid openings of the Figures 9, 10 and 11 will stay in line until manually changed. Or the handle- 91 may be moved to a selected speed position when the detent ball II6 will move into the However, if the stop I23 is not moved into place to hold the handle against r0- tary movement, fluid action acting on the faces I05 or I08 as hereinbefore described will increase with an increase of torque on the driving member to supersede the manual selection to automatically move the handle to another position. When the pin I23 is in the hole in the crank 98, the fluid cannot supersede the manual selection. It should be noted that the lever 98 can be manually moved so as to rotate in either direction without regard as to which of the members I0 and II is the driving member. That the lever 98 may be set at any of the detent positions without regard to the driving relations of the said members, and also that the handle may be manually held to aidor oppose the action of the fluid on the drive control faces I05 and I08.

In conclusion, it will be understood that the present invention provides means for automatically effecting and affecting fluid speed drive relations between driving and driven members as a function of the difference in speed of the said members. That means are provided for employing a small portion of the fluid drive medium of a. fluid drive mechanism positioned between two power transmitting members to automatically control the manner in which the fluid will be employed to transmit power from one of the said members to the other,

That fluid power transmitting means are provided to automatically vary speed-torque drive relations between elements of a fluid drive power transmission device.

That means are provided whereby pressure and/or movement of a fluid drive medium are selectively employed to cause the fluid transmission of power between rotors in a selective man ner.

That means are provided for superseding the automatic fluid medium selection of speed-torque drive relations between driving and driven power members by remotely positioned control means.

That means are provided whereby fluid controlled means and manually actuated means may co-operate to selectively control the speed-torque drive relations of drive and driven members.

While I have shown and described and have pointed out in the annexed claims certain new and novel features of my invention, it will be understood that certain well known'equivalents of the elements illustrated may be used, and that various other substitutions, omissions and changes in the form and details of the devices illustrated and in their operation may be made by those skilled in the art without departing from the spirit of my invention. For example, the fluid openings shown by Figures 9, 10 and 11 may be provided by relative radial motion of parts instead of by relative rotary motion as shown.

Having thus described my invention, I claim:

1. A torque converting device comprising a pair of power members, a fluid, a plurality of speed drive sets drive connected to on of the members. nestled fluid runner elements each connectde to one of the said speed sets, a fluid drive impeller element in fluid drive relation with the said runner elements and drive connected to the other power member, and perforated disc shaped members actuated by certain of the said runner elements, said discs positioned one after the other between the said impeller and said runner elements and in the path of the said fluid.

2. In a device of the class described, the combination including a driving member and a driven member, a fluid, a plurality of unlike speed sets drive connected to the driven member, a p1urality of nestled fluid runner elements, means for drive connecting a runner element to a speed set, an impeller element drive connected to the driven member and arranged in common fluid drive relation with the runner elements, and a plurality of disc shaped drive control members drive connected to certain of the runner elements and provided with blocking surfaces for opposing the flow of the said fluid from and to the impeller element and certain of the runner elements in accordance with the relative speed of the driving and driven member's.

3. In a device of the class described, the combination including a driving member and a driven member, a fluid, a plurality of unlike speed sets drive connected to a common drive member in turn drive connected to the driven member, a plurality of unlike nestled runner elements, each of said runner elements provided with means for drive connecting same to'one of the said speed sets, an impeller element driv connected to the driving member and positioned relative to the said Eli nected to certain of the said runner elements and actuated through the said fluid from the said driving member, said disc members formed with unlike openings and cammed surfaces for both increasing the fluid flow from the impeller to one,

of the runners and decreasing the fluid flow to another runner element.

4. In a device of the class described, the combination of a fluid medium, a driving member, a driven member and an automatic fluid torque converting mechanism positioned therebetween, said mechanism including an impeller element drive related to the said driving member and constituting a common portion of a path for the said medium, a plurality of nestled runner elements collectively and individually constituting other portions of the said path, a plurality of speed sets each drive connected to oneof the runner elements, all speed sets drive related to the driven member, and drive control members forming portions of the fluid path and each drive related to a runner element, said drive control members with radial groups of fluid openings with cammed sides and a less number of fluid barrier portions, said openings and said barriers in the path of the said fluid, said cammed sides tending to aid or oppose the flow of the said fluid in accordance with a difierence in speed between the said impeller element and each of the said runners.

5. In a device of the class described, the combination of a drive member, a driven member, fluid, gearing including a plurality of unlike speed drive sets, a common fluid drive impeller element drive connected to the-said drive member, a plurality of fluid drive portions normally acting as fluid runner elements each drive connected to a diiierent drive set and in fluid drive relation with the said common element, means for drive connecting the said sets to the driven member, and a plurality of fluid drive control members positioned for rotation about a common axis in the path of the said fluid and between the said common element and the said runner elements, each of the said speed drive members drive connected to a runner element, said control members formed with cammed openings shaped to drive and be driven by the said fluid, said control members also formed with barrier portions shaped to impede the flow of certain portions of the said fluid thereby to vary the drive relations of the said runner elements and the said common element.

6. In an automobile fluid drive control mechanism, the combination including a pair of power members and torque converting means therebetween, constituting a plurality of portions of -a closed fluid path and a fluid for the said path, one of the said portions including an impeller element drive connected to the driving power member, a plurality of nestled runner path portion elements in parallel relation to each other and in series relation with the said impeller portion, a plurality of speed drive sets each drive i connected to the said driven member and to one of the said runners, and a plurality of unlike control means also forming portions of the said fluid path and positioned for separate rotation therebetween th said impeller and the said runners, said control means formed with fluid openin'gs having cammed sides positioned so as to act and be acted on by the said fluid thereby to affect the drive action of certain portions of the fluid in the paths formed by the saidrunners.

'7. In a device of the class described, the combination including driving and driven power members, fluid drive means for automatically maintaining a speed-torque drive relation between the said members in accordance with the drive relations of portions of the said fluid drive means, fluid, a plurality of speed drive sets drive connected to the said driving member, a plurality of runner elements each drive connected to one of the said sets and a common fluid impeller element drive connected to the said driving member, a plurality of automatic speed-torque changing drive control members positioned in the path of portions of the said fluid, said members actuated by the passage of portions of the said fluid through cammed openings formed with the said control members, and remotely positioned manually actuated control means operatively connected to the said control members to operate the said control members independently of the action of the said fluid.

8. In a fluid drive control means, the combination of drive and driven power members, a fluid, and a torque responsive fluid drive control means therebetween, said means including a plurality of speed drive sets drive connected to the said driven member, nestled runner elements respectively drive connected to the said speed sets and an impeller element drive connected to the said drive member, and fluid drive control means each connected to a difierent speed set and positioned between the said impeller and runner elements, said control means actuated by portions of the said fluid so as to individually and collectively affect and eflect the flow of all the fluid portions through the said runners so as to cause certain of the said runners to actuate the said fluid.

9. In a drive control means, the combination including a fluid, a pair of power members and a torque responsive coupling in slipdrive relation about a common axis, said coupling includ ing nestled elements normally acting as runners each in diflerent speed drive relation with the driven member and acommon impeller element in drive relation with the driving member, and a plurality of fluid drive control members in the path of the fluid and each in diflerent speed drive relation with the driven member, said control members actuated by the'fluid to individually vary the fluid drive action of portions of the said fluid on the runner elements and thus cause the said runners to individually and collectively drive the driven member.

10. A torque converting device comprising a pair of power members, a fluid, nestled fluid drive elements normally acting as fluid impeller ele-' ments and each diflerently speed drive connected to the driving member, a fluid drive runner element in drive relation with the said impeller elements and drive related to the driven member, and unlike perforated disc shaped drive control members each separately speed drive connected to the driving member and positioned between the said runner and impeller elements, said con trol elements formed with cammed portions in the path of the said fluid.

11. A torque converting device including a pair of power members, a fluid, nestled fluid drive elements each separately speed drive connected to one of the said members, a single fluid drive element in drive relation to the other said member, fluid drive control members positioned between ascen s said nestled elements and the said single element, and remotely positioned manually actuated control means operatively connected to the said drive control means for selectively varying the fluid drive relations of the said nestled elements and the said single element individually and collectively and thereby the fluid drive relations of the said power members.

12. In a device of the class described, the combination including a driving member and a driven member, a fluid, nestled fluid impeller elements unlike speed drive connected to the driving member, a single runner element drive connected to the said driven member, and fluid drive control members positioned in the 'path of certain portions of the said fluid and between the said single element and the said nestled elements, said control members respectively speed drive connected to the said driving member and formed with spaced apart drive contro1 fluid openings.

13. In a device of the class described, the com bination of means including a pair of power members, a fluid, nestled fluid drive elements differently speed drive connected to one of the said power members, a single fluid drive element drive connected to the other said power memher, and drive control members positioned in the path of the said fluid flowing between the said single element and the said nestled elements and formed with unsymmetrically spaced apart fluid openings, said control members also difler ently speed drive connected to oneof the said power members, said control members formed with like toothed portions meshing with a common pinion, said pinion mounted for rotation with a shaft connected to a manually actuated portion. 1

14. In a device of the class described, the combination of means including a pair of power members, a fluid, nestled fluid drive elements unlike speed drive connected to one of the said power members and a single fluid drive element drive connected to the other said power member, universal fluid drive contro1 members positioned between the said single element and the said nestled elements and unlike speed drive connected to one of the said power members, and remotel positioned manually actuated selective fluid dn've control means operatively connected to the said control members thereby to selectively control the fluid drive action of the said nestled fluid drive elements and the said single element independently of fluid action on the said fluid drive control means.

15. In a device of the class described, the combination including a driving member and a driven member, a fluid, a plurality of nestled fluid drive impeller elements unlike speed drive connected to to the driving member and a single fluid drive runner element drive related to the said driven member and fluid drive related to the said impeller elements, unlike disc shaped drive control members unlike speed drive related to the said driving member, said control members formed with spaced fluid openings and cammed portions for varying the fluid drive relations of the said impeller and runner elements as a function of the drive resistance of the driven member and the spacing of the said openings, and remotely positioned manually actuated means operatively connected to the said drive control means to thereby control the said fluid drive relation independently of the said control members.

6. A torque converting device including a pair of power members, a fluid, nestled fluid drive elements unlike speed drive related to one of the said members, a single fluid drive element drive related to the other member and fluid drive related to the said nestled elements, and a plurality of unlike periorated fluid drive control elements unlike speed drive related to one of the said members, said control elements formed with cammed portions positioned in the paths of portions of the said fluid so that the fluid will act on the cammed portions to thereby energize the said control elements.

1'7. A power transmission mechanism including a pair of power members, a fluid, nestled fluid drive elements unlike speed drive related to one of the said power members, a single fluid drive element fluid drive related to the said nestled elements and positive drive related to the other said power member, means mounted for movement between the said single element and the said nestled elements and in the path of the said fluid for changing the said fluid drive relations of the said elements When acted upon by the said fluid, said relation changing means formed with cammed openings for the passage of the said fluid. and means for enclosing the said means and the said fluid.

18. A power transmission mechanism including a pair of power members, a fluid, nestled fluid drive elements unlike postive speed drive connected to one of the said power members, a common fluid drive element fluid drive related to the said nestled elements and positively drive related to the other said member, a plurality of loosely mounted disc shaped fluid drive control members positioned one after the other in the elements each separatel speed drive connected to one of the said power members, a single fluid drive element in drive relation to the other said power member, fluid drive control members positioned between the said nestled elements and the said single element, and manually actuated selective means for moving and setting the said control members relative to each other thereby to vary the flow of the said fluid by and between the said single element and the said nestled elements.

20. In a combined automatic torque connecting and manuall selective fluid drive transmission device including a fluid, drive and driven mem bers, a plurality of nestled fluid coupling elements each in speed dnve relation with one of the said members, a single fluid couple element in positive speed drive relation with the other said power member and in fluid drive relation with the said nestled elements individually and collectively, and drive control members formed with groups of openings arranged to be co-operatively associated by a common pinion, and means for manually actuating the said pinion, said members also provided with cammed openings for automatically and independently varying the operative relation of the said openings.

21. A power mechanism including power members, fluid, nestled drive elements speed drive related to one of the said members, a single drive element drive related to the other member and fluid drive related to the said nestled elements, and drive control means speed drive related to certain of the said nestled elements, said drive control means formed with openings, blocking portions, cammed portions, toothed portions and a common pinion for said toothed portions, a shaft for the said common pinion, and resilient ball detents for eflecting a hunting actio nof the said shaft when acted upon by portions of the said fluid moving against, the said cammed portions.

HOWARD J. MURRAY. 

